Systems and methods for control of transmission and/or prime mover

ABSTRACT

Methods of controlling a prime mover and a continuously variable transmission (CVT) are described. The CVT has a group of spherical power adjusters. Each power adjuster has a tiltable axis of rotation. The methods may include optimizing a vehicle having a drive motor and a continuously variable transmission. The CVT has a plurality of spherical power adjusters, each power adjuster having a tiltable axis of rotation. The methods may include optimizing a drive system having a prime mover and a continuously variable transmission.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/180,347, filed Jun. 13, 2016 and scheduled to issue as U.S. Pat. No.9,878,717 on Jan. 30, 2018, which is a continuation of U.S. patentapplication Ser. No. 14/464,245, filed Aug. 20, 2014 and issued as U.S.Pat. No. 9,365,203 on Jun. 14, 2016, which is a continuation of U.S.patent application Ser. No. 13/054,767, filed Apr. 13, 2011 and issuedas U.S. Pat. No. 8,818,661 on Aug. 26, 2014, which is a national phaseapplication of International Patent Application No. PCT/US2009/052761,filed Aug. 4, 2009, which claims the benefit of U.S. Provisional PatentApplication No. 61/086,366, filed Aug. 5, 2008. The disclosures of allof the above-referenced prior applications, publications, and patentsare considered part of the disclosure of this application, and areincorporated by reference herein in their entirety.

FIELD OF THE INVENTION

The present invention relates generally to mechanical powertransmission, and more specifically to systems for and methods ofcontrol of continuously variable transmissions and electric drivemotors.

RELATED TECHNOLOGY

Electric vehicles are becoming more popular around the world as batteryprices decline and technology and performance advance. Factors such ashigh fuel costs and internal combustion engine emissions are makingelectric vehicles more attractive to customers looking for acost-effective commuting option. However, the performance and range of atypical electric vehicle is often inferior when compared to that ofcompetitive gasoline-powered vehicles. Additionally, manufacturer statedmaximum speed and range values are often based on idealized duty cyclesthat are not representative of real-world conditions.

There is a need for technology that can increase performance and rangeof electric vehicles to make them competitive with gasoline-poweredvehicles; hence, providing quiet, clean, and efficient transportationfor commuters worldwide. By way of example, as described herein below inrelation to inventive embodiments, integrating a continuously variabledrivetrain (for example, employing a continuously variable transmissionand suitable control strategies) in electric vehicles yields numerousadvantages.

SUMMARY OF THE INVENTION

The systems and methods herein described have several features, nosingle one of which is solely responsible for its desirable attributes.Without limiting the scope as expressed by the claims that follow, itsmore prominent features will now be discussed briefly. After consideringthis discussion, and particularly after reading the section entitled“Detailed Description of Certain Inventive Embodiments” one willunderstand how the features of the system and methods provide severaladvantages over traditional systems and methods.

One aspect of the invention relates to a method of controlling a primemover and a continuously variable transmission (CVT). The CVT has agroup of spherical power adjusters. Each power adjuster has a tiltableaxis of rotation. In one embodiment, the method includes the steps ofdisabling operation of the prime mover. The method has the step ofperforming an auto-zero routine on the CVT. The method includes the stepof evaluating a throttle signal indicative of a command to the primemover. The method also includes the step of activating the prime moverto enable operation of the prime mover.

Another aspect of the invention concerns a method of controlling acontinuously variable transmission (CVT) that has a group of sphericalpower adjusters. Each power adjuster has a tiltable axis of rotation. Inone embodiment, the method includes the step of receiving a shift modeinput from a user. The method can also include the step of performing ashifter process based at least in part on at least the shift mode inputand at least one variable from a lookup table having prescribed outputvalues of ratio of the CVT. The method includes the step of performingan actuator process based at least in part on the shifter process. Inone embodiment, the actuator process is in communication with anactuator of the CVT. The method also includes the step of adjusting thetiltable axes of the CVT based at least in part on the actuator process.

Yet another aspect of the invention concerns a control system for adrive system having a drive motor and a continuously variabletransmission (CVT). The CVT has a group of spherical power adjusters.Each power adjuster has a tiltable axis of rotation. In one embodiment,the control system has an actuator configured to operably couple to theCVT to thereby adjust a ratio of the CVT. The control system includes amicrocomputer in communication with the actuator. The microcomputer isin communication with the drive motor. The microcomputer is programmedto perform a shifter process. In one embodiment, the shifter processreceives a shift mode input from a user of the CVT.

One aspect of the invention relates to a method of optimizing a vehiclehaving a drive motor and a continuously variable transmission (CVT). TheCVT has a group of spherical power adjusters. Each power adjuster has atiltable axis of rotation. In one embodiment, the method includes thesteps of receiving a desired vehicle speed and receiving a desired motorcurrent draw. The method includes the step of determining a motor speedbased at least in part on the desired motor current draw. The method hasthe step of receiving a sprocket ratio of the vehicle. The sprocketratio corresponds to a coupling between the CVT and the drive motor. Themethod also includes the step of determining an input speed to the CVTbased at least in part on the motor speed and the sprocket ratio toachieve the desired vehicle speed.

Another aspect of the invention concerns a method of optimizing a drivesystem having a drive motor and a continuously variable transmission(CVT). The CVT has a group of spherical power adjusters. Each poweradjuster has a tiltable axis of rotation. In one embodiment, the methodincludes the step of receiving a first variable indicative of a desiredspeed of the drive system. The method includes receiving a secondvariable indicative of a desired current draw of the drive motor. Themethod has the step of determining a drive motor speed based at least inpart on the desired current draw. In one embodiment, the method includesthe step of receiving a third variable indicative of a gear ratio of thedrive system. The method includes determining an input speed of the CVTbased at least in part on the drive motor speed. The method has the stepof determining a desired CVT ratio based at least in part on the inputspeed of the CVT and the desired vehicle speed. The method also includesthe step of determining a shift actuator position based at least in parton the desired CVT ratio.

Yet another aspect of the invention relates to a method of optimizing adrive system having a prime mover and a continuously variabletransmission (CVT). The CVT has a group of spherical power adjusters.Each power adjuster has a tiltable axis of rotation. In one embodiment,the method includes the step of selecting a desired range of current ofthe prime mover. The method includes the step of selecting apredetermined speed of a vehicle equipped with the drive system. Themethod has the step of applying a load to the CVT and the prime moverand operating the CVT and the prime mover at the predetermined speed. Inone embodiment, the method includes the step of monitoring the currentdraw of the prime mover. The method includes the step of comparing thecurrent draw to the desired range of current. The method also includesthe step of adjusting a ratio of the CVT based at least in part on thecomparison.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of a drive system that can implement thecontrol systems and methods disclosed here.

FIG. 2 is a block diagram of one embodiment of a control system that canbe used with the drive system of FIG. 1.

FIG. 3 is a block diagram of a drive control system having an integratedcontroller.

FIG. 4 is a perspective view of a drive system as implemented in avehicle.

FIG. 5 is a second perspective view of the drive system of FIG. 4.

FIG. 6 is a perspective view of one embodiment of a user interfacedevice that can be used with the control system of FIG. 2.

FIG. 7A is a flowchart describing one embodiment of a control processthat can be used with the drive system of FIG. 1.

FIG. 7B is a flowchart of an initialization routine that can beperformed in the control process of FIG. 7A.

FIG. 8 is a flowchart of a transmission and/or prime mover controlsubprocess that can be used with the process of FIG. 7A.

FIG. 9 is a flowchart of a transmission control subprocess that can beused with the subprocess of FIG. 8.

FIG. 10 is a flowchart of a subprocess for determining a speed ratio ofa CVT, which subprocess can be used with the transmission controlsubprocess of FIG. 9.

FIG. 11 is a flowchart of a subprocess for controlling a shift actuatorof a CVT, which subprocess can be used with the transmission controlsubprocess of FIG. 9.

FIG. 12 is a chart of actuator position versus vehicle speed that can beused with the subprocess of FIG. 10 for determining a speed ratio of aCVT.

FIG. 13 is a data table having data associated with the chart of FIG.12.

FIG. 14 is a chart depicting certain operating characteristics of adrive motor that can be used in the drive system of FIG. 4.

FIG. 15 is a chart depicting a relationship between a shift actuatorposition and a CVT ratio that can be used with the process of FIG. 10.

FIG. 16 is a chart of a speed ratio of a CVT versus vehicle speed; thechart can be used with the subprocesses of FIG. 10 for determining speedratio of a CVT.

FIG. 17 is a data table relating a desired vehicle speed to a desiredmotor current draw.

FIG. 18 is a chart representing a relationship between a motor speed anda motor current.

FIG. 19 is a table of exemplary data of a map of predetermined vehiclespeed and current draw, the map related to motor speed and CVP inputspeed.

FIG. 20 is a chart of actuator position of a CVT versus vehicle speedthat can be used with the subprocess of FIG. 10 for determining a speedratio of a CVT.

FIG. 21 is a flowchart of an exemplary process having certain inventivefeatures for generating a calibration map relating a desired vehiclespeed to a desired motor current draw.

FIG. 22 is a flowchart of another exemplary process having certaininventive features for generating a calibration map relating a desiredvehicle speed to a desired motor current draw.

DETAILED DESCRIPTION OF CERTAIN INVENTIVE EMBODIMENTS

The preferred embodiments will now be described with reference to theaccompanying figures, wherein like numerals refer to like elementsthroughout. Inventive embodiments may include several novel features, nosingle one of which is solely responsible for its desirable attributesor which is essential to practicing the inventions herein described. TheCVT/IVT embodiments described here are generally related totransmissions and variators disclosed in U.S. Pat. Nos. 6,241,636;6,419,608; 6,689,012; 7,011,600; U.S. patent applications Ser. Nos.11/243,484, 11/543,311, 60/887,767; 60/895,713; 60/914,633; and PatentCooperation Treaty Patent Application PCT/US2008/052685. The entiredisclosure of each of said patents and patent applications is herebyincorporated herein by reference.

A typical powertrain of an electric vehicle (EV) includes a power source(for example, a battery), an electric drive (for example, a drive motorand a drive motor controller), and a fixed-gear transmission device (forexample, sprockets, chain, gearing, etc.). Usually an EV uses adirect-drive configuration where the operating speed of the EV is linkeddirectly to the speed of the electric drive motor by a fixed gear ratio(or, in other words, a fixed transmission speed ratio). This is a simpleconfiguration, and no variable transmission speed ratios areimplemented, usually at the expense of efficiency and/or performance(for example, limiting acceleration and maximum speed of the EV).

However, an EV system can be improved by incorporating a continuouslyvariable transmission (CVT) into the EV drivetrain. When a CVT is usedin an EV, vehicle performance can be improved because the drivetrain canbe optimized at particular operational speeds and load conditions. A CVTalso improves the efficiency of an EV. The efficiency of the electricmotor is a function of operating speed and load, and battery and/orvehicle range is a function of current draw. A CVT and a suitablecontroller allow the drivetrain to operate at speeds of the drive motor,and with selected drive motor current management, such that overallefficiency and range can be improved. In one embodiment, the CVT is aNuVinci® CVT, which is a compact, high torque-density unit that uses aplanetary configuration based on spheres and traction to providecontinuously variable speed ratio control. A NuVinci® CVT can provide acontinuously variable speed ratio by tilting a rotating axis of each ofthe spheres. In some embodiments, a NuVinci® CVT is provided with ashift rod to facilitate the tilting of the rotating axes. Exemplaryembodiments of NuVinci-type CVTs are described generally in U.S. patentapplication Ser. No. 11/543,311.

By way of example, a NuVinci® CVT and a suitable control system (such asthose inventive embodiments described herein) can provide smooth,seamless shifts of the transmission speed ratio across the full range ofspeed ratios. In addition, since there are no fixed gear ratios, thecontrol system is able to control component speeds precisely, allowingthem to operate substantially at their optimal speed for a givenoperating condition. In some embodiments, the control logic also allowsprogramming for different conditions, allowing the user (ormanufacturer) to decide when performance or range is ultimately desired.Certain configurations of the NuVinci® CVT are easily packaged on an EV,and do not significantly affect the cost or the weight of the EV.

Additionally, users demand different operating characteristics from EVs.Some users are concerned with maximum range, while other users care moreabout performance factors (for example, vehicle launch, maximum speed,and hill climbing at speed). In the case of an inexperienced user,desiring maximum efficiency and range, the user might operate the EV ina fashion that provides better performance (for example, a quickerlaunch and/or higher maximum speed of the EV), but ultimately causes themaximum range to suffer dramatically because of high current draw andoperation of the electric drive motor at an inefficient speed. However,when combined with a suitable control system for optimal drivetrainoperation, a CVT can allow the EV to operate in a desired mode, such asa performance mode or an efficiency mode. In performance mode, range andefficiency are less important than outright performance, and thetransmission control system optimizes for acceleration, maximum speed ofthe EV, and hill climbing at speed, for example. In economy mode, rangeis the priority, so the control system keeps the drive motor at its mostefficient speed and imposes limits on current draw from the battery, forexample.

In one embodiment, a control strategy uses data for motor efficiencyversus motor speed and motor torque, as well as battery life versuscurrent draw, to improve performance and efficiency of the overallsystem. Analysis models, such as those inventive embodiments describedherein, indicate that there are benefits of using a CVT in EVs, and theresults of the analysis have been confirmed by empirical testing ofCVT-equipped EVs that were compared to benchmark stock vehicles havingfixed-gear ratios.

The typical duty cycle of an EV is highly dynamic because it involvesnumerous stops and starts, uneven terrain, and variable wind resistance.A drivetrain with a CVT can benefit an EV that operates over thesedynamic speed and load conditions by allowing the drive motor to operatecloser to its peak power or peak efficiency over a broad range of agiven duty cycle. Generally, when coupled to a CVT a propulsion sourceis capable of generating more torque and more speed than when coupledwith a fixed gear ratio transmission. As compared to a fixed-gear ratioconfiguration, a CVT lower gear ratio can allow for better launch feeland better hill climb ability, while a CVT higher gear ratio can allowfor higher maximum speeds. Additionally, in certain circumstances,increased acceleration of the EV is possible because the CVT changes theeffective inertia seen at the drive motor.

Referencing FIG. 1 now, a drive system 10 includes a prime mover 12coupled to a continuously variable transmission (CVT) 14, which iscoupled to a load 16. In one embodiment, a control system 18 is adaptedto receive information from the prime mover 12, CVT 14, and/or load 16.The control system 18 can also be adapted to provide commands to, oractuate, the prime mover 12 and the CVT 14 together or independently.The prime mover 12 can be any source of power, such as an electricmotor, internal combustion engine, wind turbine, a combination thereof,etc. The electric motor can be, for example, a brushed DC motor, abrushless DC motor, a permanent magnet motor, or any other type ofelectric motor. The load 16 can be a tractive load, which can includethe weight of vehicle and/or an operator and/or cargo and passengers.The CVT can be a ball planetary CVT, a toroidal CVT, or abelt-and-pulley CVT, for example. In one embodiment, a drive system 10includes a NuVinci® continuously variable planetary, and a drivemechanism between the prime mover and the CVT. The drive mechanism canbe, for example, a chain and sprocket drive, a direct gear drive, or anyother type of power transmission gearing. In some embodiments, thecontrol system 18 includes sensors, actuators, and control hardware,firmware, and logic as described further below.

The system, or subassemblies thereof, shown in FIG. 1 can be adapted foruse in any ground, air, or water transportation machine, industrial oragricultural equipment, aerospace vehicles and equipment, and householdmachines, to name a few applications.

FIG. 2 illustrates one embodiment of a control system 18 that includes acontroller 20 in communication with sensors 22, a data display and userinterface 24, a mechanical actuator 26, and the prime mover 12. In oneembodiment, the controller 20 includes electronic hardware 28 incommunication with control logic 30. In some embodiments, the sensors 22are adapted to sense conditions of the prime mover 12, load 16, and abattery 32, which can be configured to provide power to the prime mover12. The battery 32 can be, for example, a 36V battery.

Referencing FIG. 3 now, in one embodiment a control system 300 caninclude a controller 302 configured to control the CVT 14 and the primemover 12 to maximize the performance and efficiency of a vehicle. Thisembodiment can be referred to as an integrated control in that most orall of the control components and functionality used to control the CVT14 and the prime mover 12 can be integrated in a single controller 302,which in some embodiments include a single electronic board. In oneembodiment, the controller 302 can be adapted to receive a throttleinput (which can be a voltage source).

In one embodiment, the control system 300 can include an actuator motor304 to actuate a shift (that is, an adjustment) of the speed ratio ofthe CVT 14. The CVT 14 can be coupled to the drive wheel assembly of avehicle, for example. In one embodiment, the system includes sensors.These can include a wheel speed sensor 306 for sensing wheel speedand/or a motor speed sensor 308 for sensing the speed of a drive motor.The sensors 306, 308 can be any type of speed sensor, for example anactive magnetic sensor, passive magnetic sensor, or encoder of any type.In some embodiments, the speed of the drive motor can be sensed directlyin the controller 302 by measuring the frequency of electric currentsupplied to the drive motor 12. Similarly, there can be an actuatorposition sensor 310 that can be, for example, an encoder or apotentiometer. In some embodiments, the actuator position can be derivedfrom the measured speed ratio of the CVT 14. The speed ratio of the CVT14 can be calculated from the wheel speed, speed of the drive motor, andany gear ratios in the system. The system 300 can additionally include athrottle position sensor 312, a battery fuse switch and/or sensor 314,and a brake cut-off switch and/or sensor 316, any of which can beconfigured to provide signals to the controller 302.

Passing now to FIGS. 4 and 5, in one embodiment a drive system 400 caninclude a frame 402 of a vehicle (a scooter, electric bicycle, ormotorcycle, for example) configured to support a drive motor 404 that iscoupled to a CVT 406 via a pinion 408, a chain 410, and a sprocket 412.In some embodiments, the CVT 406 is integrated in the rear wheel hub ofthe vehicle and can be configured to transfer a drive torque or power toa rim 414 via a number of radially extending spokes 416. A shiftactuator 418 can be coupled to the CVT 406. The shift actuator 418 caninclude a shift actuator motor (for example, shift actuator motor 304)and suitable gearing (such as reduction gears, for example).

Referencing FIGS. 1 and 6 now, in one embodiment, the control system 18includes a user interface device 502. The interface device 502 candisplay at least some of the operating parameters of the system 10, forexample, battery voltage, speed of the prime mover 12, speed of thevehicle 506, throttle position, speed ratio of the CVT 14, or mileage.Mileage can be displayed in terms of Watt-hrs/mile or some other units.The interface device 502 can be equipped with input buttons 504 to allowselection of different modes of operation while stopped or driving. Theinterface device 502 can be integral with the vehicle 506.Alternatively, the interface device 502 can be removable, withattachment hardware that allows easy removal of the interface device502. The interface device 502 can be configured to record data of anysignal generated or derived from the controller 302. Data can berecorded at periodic frequency, for example, a reading of all measuredor derived signals every 50 ms. In some embodiments, the input buttons504 can be remotely mounted from the display. In other embodiments, theinput buttons 504 can be mounted on a handgrip of the vehicle 506.

Turning to FIG. 7A now, an exemplary process 2700 of controlling a primemover 12 and/or a CVT 14 is illustrated. The process 2700 starts at astate 2702. The process 2700 moves to an initialization state 2704,wherein an initialization routine runs a number of processes furtherdescribed below. In one embodiment, the process 2700 performs varioussubprocesses within a main control loop 2705 upon completion of theinitialization state 2704. The subprocesses within the main control loop2705 include an analog-to-digital converter subprocess 2706, a memoryread/write subprocess 2708, a display IO subprocess 2710, a testsubprocess 2712, a motor control and throttle subprocess 2714, and aroad speed calculation subprocess 2716.

Referring to FIG. 7B, in one embodiment, the initialization state 2704can be a process that begins at state 27041 and proceeds to a subprocess27042, wherein the initialization of hardware and/or software isperformed in preparation for operating the drive system 10, for example.The initialization state 2704 then proceeds to a subprocess 27043 wherethe prime mover (for example, the drive motor 404) is disabled. Theinitialization state 2704 proceeds to a state 27044 where an auto-zeroroutine is performed. The auto-zero routine can adjust the CVT 14 to adesired configuration. For example, the tilt angle of the spheres, orpower adjusters, of a NuVinci® CVT can be adjusted to an underdriveconfiguration to begin a drive cycle. In one embodiment, the CVT 14 isadjusted towards underdrive, while reading the position of the shiftactuator 418, for example. When the reading stops changing (for example,when the shift actuator 418 has rotated until an internal shifterassembly of the CVT 14 runs up against a stop), the shift actuator 418stops. In one embodiment, an actuator control process 3104 (see FIG. 11)can be used to control the shift actuator 418 and read the initial shiftposition parameter to complete the auto-zero routine. In one embodiment,the initialization state 2704 proceeds to a decision state 27045. At thedecision state 27045 the throttle signal is evaluated, for example fromthe throttle position sensor 312 (FIG. 3). In some embodiments, uponcompletion of subprocess 27044 the prime mover can become active oncethe throttle signal is at a zero level threshold, which can preventunexpected or runaway conditions of the vehicle. The initializationstate 2704 proceeds to a subprocess 27046 to activate the prime mover,for example, the drive motor 12. At a state 27047, the initializationstate 2704 ends and the process 2700 can proceed to enter the maincontrol loop 2705.

Referencing FIG. 8 now, in one embodiment the motor control and throttlesubprocess 2714 can be configured as a loop that repeats every5-milliseconds (200 Hz refresh), for example. In one embodiment, themotor control and throttle subprocess 2714 includes a drive motorcontrol module 2802 and a transmission control module 2804. The drivemotor control module 2802, in some embodiments, can be any suitablepulse width modulation motor control scheme. In one embodiment, thetransmission control module 2804 includes a position control servofeedback loop. Hence, the motor control and throttle subprocess 2714 canprovide drive motor control and shift actuator position control.

In some embodiments, the motor control and throttle subprocess 2714starts at a state 2800. The process 2714 then substantiallysimultaneously executes the drive motor control module 2808 and thetransmission control module 2804. At a decision state 2806, thesubprocess 2714 determines whether the subprocess 2714 should continueto be executed in its loop. If the decision is to continue, thesubprocess 2714 resumes execution of the modules 2802, 2804. If thedecision is not to continue, the subprocess ends at a state 2808. Insome instances, at the decision state 2806 it is determined not tocontinue the subprocess 2714 because, for example, an off signal or abrake signal has been issued by the system.

Referring to FIGS. 9-11, in some embodiments, the transmission controlprocess 2804, which begins at a starting state 2900, determines arequired CVT ratio (for example, the tilt angle of the spheres of aNuVinci® CVT) from a shifter process 2902 that handles the current stateof inputs and from a lookup table with prescribed output values of ratioof the CVT 406. The transmission control process 2804 then passes theoutput set point to an actuator process 2904, which applies power, viaan actuator motor drive module 2906, to the shift actuator 418 until theset point is reached.

In one embodiment, the transmission control process 2804 receives a setof inputs to describe a state of the vehicle. In some instances, theseinputs include vehicle speed, drive motor current, and other parametersthat describe the state of the vehicle. In some embodiments, the mode ofthe controller is also determined. The mode can be selected manually viaa toggle switch or a button. In some embodiments, the mode can be aperformance (sport) mode or an economy mode. Yet in other embodiments,the mode can be a simulated 4-speed transmission “sawtooth” mode. Thecontroller can store mode tables in a memory. A mode table is a set ofdata that includes input parameters (for example, vehicle speed, motorcurrent, etc.) as well as a desirable ratio of the CVT 406 as the outputparameter. Input values can be used to reference a table and produce anoutput value. The output value is then passed over to the actuatorprocess 2904.

The actuator process 2904 can be a proportional control feedback loopusing the set point for the ratio of the CVT 406 as an input, with theactuator shaft encoder as a feedback signal. The actuator motor drivemodule 2906 can include a bi-directional (reversing) routine 2908, amotor drive routine 2910, and a suitable pulse width modulation (PWM)routine 2912. The transmission control process 2804 then ends at a state2914.

FIG. 10 depicts one embodiment of a shifter process 2902. The shifterprocess 2902 starts at state 3000. Vehicle speed 3002, drive motorcurrent 3004, and/or other parameters 3006 are received in a monitorvehicle status module 3008. The shifter process 2902 then moves to amode select state 3010, wherein a shift mode input 3012 can be received.The shifter process 2902, then proceeds to a decision state 3014,wherein the shifter process 2902 determines which shift mode to use. Ifthe shift mode selected is the sport mode, at a state 3016 the shifterprocess 2902 takes as input the sport mode lookup tables 3018. If theshift mode selected is the economy mode, at a state 3020 the shifterprocess 2902 takes as input the economy mode lookup tables 3022. If theshift mode selected is another mode, at a state 3024 the shifter process2902 takes as input the appropriate lookup tables 3026 for the selectedmode. In one embodiment, the shift mode input 3012 can be based at leastin part on a signal received from a user interface (not shown) having atwist grip actuated by a user's hand. In some embodiments, the shiftmode input 3012 can be based at least in part on a signal received fromthe user interface device 502, for example.

Based on the vehicle status and the mode selected, the shifter process2902 determines an optimal ratio for the CVT 406 at a state 3028. In oneembodiment, determining the optimal speed ratio for the CVT 406 includesdetermining a position for a shift rod of the CVT 406. In someembodiments, determining the optimum speed ratio for the CVT 406includes determining a number of encoder counts for actuating a shiftermechanism of the CVT 406, which shifter mechanism can be a shift rodoperably coupled to, for example, the shift actuator 418. The positionof the shift actuator 418 can correspond to a ratio of the CVT 406,which is described below in reference to FIG. 15.

Referencing FIG. 11 now, an embodiment of the actuator process 2904 canstart at a state 3100 and proceed to execute an actuator control process3104. The actuator process 2904 then executes an actuator hardware anddrive module 3106. The actuator process 2904 can then end, if an actualCVT position 3108 is substantially the same as the optimum CVT positiondetermined by the shifter process 2902.

Passing to FIG. 12 now, a lookup table that can be used by the shifterprocess 2902 can be exemplified by each of the curves graphed on thechart shown. Depending on the speed of the vehicle, a speed ratio of theCVT 406 is selected (which is similar to selecting a position of ashifting mechanism of the CVT 406, such as a position of a shift rod;the position can be expressed in terms of encoder counts). A curve 3202represents a lookup table for a “drag race” or fast acceleration mode. Acurve 3204 represents a lookup table for an economy (“econ”) mode. Acurve 3206 represents a lookup table for a fixed ratio simulation (or“stepped”) mode. A curve 3208 represent a lookup table for a performance(or “hill climb”) mode. FIG. 13 is a data table used to derive the chartof FIG. 12. “MPH” refers to vehicle speed; “RPM” refers to drive motorspeed; “GR” refers to speed ratio of a CVT 406. “Act Pos” refers to theposition of the shift rod in encoder counts.

In one embodiment, a method of controlling a drivetrain of an EVprovides for an economy mode and a performance mode. In economy mode,the control system 18 is configured to control a prime mover, forexample the drive motor 404, in the following manner. The control system18 allows the current to the drive motor 404 to have an initial maximumcurrent peak (that is, current limit), for example 30-Amps. This initialmaximum current peak can be held for a predetermined amount of time (forexample 2-seconds), which amount of time, in some cases, is preferablysufficient to allow the drive motor 404 to achieve its base speed, saidbase speed being the speed of the drive motor 404 above which the drivemotor 404 produces constant power at increasing drive motor speed anddecreasing drive motor torque, a state wherein the drive motor 404typically operates at higher efficiency than at lower drive motorspeeds. Thereafter, the control system 18 manages current to the drivemotor 404 such that the current is delivered to the drive motor 404 onlyup to a predetermined current limit (for example, 25-Amps), which can besustained as long as required by, for example, throttle command (or userinput). In some embodiments, the power (or current) supplied to thedrive motor 404 is a function of throttle position and battery voltage.In economy mode, the control system 18 is configured to control the CVT406 in a fashion that allows the drive motor 404 to arrive at its basespeed as quickly as possible, and then the control system controls theCVT 406 to maintain the CVT 406 at a ratio of peak efficiency for thegiven operating conditions (for example, in certain CVTs the peakefficiency is found at a speed ratio of 1:1).

In one embodiment, the control system 18 is configured to optimize theoverall efficiency of the drivetrain of the EV. The drivetrain overallefficiency is a function of the efficiency of the drive motor 404, theefficiency of the CVT 406, the efficiency of the control system 18itself, and/or an indication of how battery life is affected at certainoperating conditions. Hence, in some embodiments, the control system 18is configured to modulate power (or current) to the drive motor 404 andto modulate the ratio of the CVT 406 (preferably in conjunction with thepower modulation) based upon certain inputs, which can include one ormore of the following: throttle position, throttle position rate ofchange (with respect to time), control system mode (for example,economy, performance, manual, simulation of stepped transmission, etc.),average or instantaneous battery voltage, average or instantaneous stateof charge of the battery, data indicative of battery life versus currentdraw over time, average or instantaneous drive motor current draw,average or instantaneous speed of the vehicle, ratio of the CVT 406,data indicative of the efficiency of the CVT 406 versus speed of the EVand/or CVT 406 speed ratio, speed of the drive motor 404, dataindicative of the efficiency of the drive motor 404 versus torque and/orspeed of the drive motor 404, and efficiency of the control system 18(such as data indicative of power use by the control circuitry for theshift actuator 418 and/or the drive motor 404). In certain embodiments,the control system 18 is configured to control the ratio of the CVT 406as a function of one or more of the speed of the EV, speed of the drivemotor 404, battery voltage, and current draw (that is current providedto the drive motor 404, which can in some cases be based on throttleposition).

Referring now to FIGS. 14-16, in one embodiment a method for optimizingthe overall efficiency of a drive system, for example the drive system400, can include calibrating the economy mode shift curve 3204 of theshifter process 2902. The method can utilize the characteristicperformance of the drive motor 404, an example of which is depicted inthe chart of FIG. 14. In this embodiment, the drive motor 404 is a 36VDC brushed motor having peak efficiency at relatively high speeds andlow torques, for example between 2625 rpm and 2800 rpm and between 1 and4.5 Nm. The characteristic efficiency of the drive motor 404 can berepresented by curve 1400 in the chart of FIG. 14. Also shown in FIG. 14are a characteristic speed curve 1402 and a characteristic current curve1404. The chart of FIG. 14 shows that the drive motor 404 achieves anoptimum efficiency in a current range between 12 A and 46 A. However,the battery and/or vehicle range may decrease for current draw above 28A. Therefore, it is desirable to calibrate the economy mode shift curve3204 so that the drive motor 404 operates in this current range of 12A-28 A.

As previously discussed, the ratio of the CVT 406 (FIG. 5) can becontrolled by the shift actuator 418. An exemplary relationship betweenthe ratio of the CVT 406 and a position of the shift actuator 418 can berepresented by a curve 1500 in FIG. 15. The curve 1500 can beapproximated with the equation: y=80.841 Ln(x)+52.998, where y is theposition of the shift actuator 418 and x is the ratio of the CVT 406. Ofcourse, a person of ordinary skill in the relevant technology willrecognize that the specific, preceding equation is associated with aparticular set of hardware (such as a particular vehicle, a particulardrive motor 404, a particular shift actuator 418, etc.). However, theperson of ordinary skill in the relevant technology will also recognizethat a general relationship between CVT ratio and shift actuatorposition can be generally described by a logarithmic equation of theform y=ALn(x)+B, with the coefficients A and B having values determinedby the particular hardware of a given application. The curve 1500 andcorresponding equation can be used to generate a relationship betweenthe position of the shift actuator 418, for example encoder counts, andthe current draw from the drive motor 404. Moreover, because the speedof the drive motor 404 is directly linked to the current draw of thedrive motor 404, and because the speed of the drive motor 404 is relatedto the vehicle speed, or the wheel speed, it is possible to determinethe current draw for given a wheel speed.

In one embodiment, the relationship between the current draw and thewheel speed can be determined by experimentation. The CVT 406 can beconfigured to be manually shifted, for example by being operated inmanual mode. The vehicle can be ridden while monitoring the currentdraw. Adjustment of the ratio of the CVT 406 can be made manually tolimit the current draw of the motor to between 15 A and 20 A. Thevehicle speed and the ratio of the CVT 406 can be represented by a curve1600. Other considerations can be taken into account when formulatingthe relationship between the ratio of the CVT 406 and the vehicle speed.For example, vehicle acceleration and top speed characteristics, as wellas downhill operating characteristics, may be factored into thecalibration of a shift curve of the shifter process 2902. When theseoperating conditions are taken into account, the relationship can berepresented by an exemplary curve 1602 in FIG. 16. The slope of thecurve 1602 at low speed (for example, 2-3 MPH) may be less steep thanthe curve 1600, which results in less torque transfer from the drivemotor 404 for a smoother take off. The curve 1602 can have a steeperslope compared to the curve 1600 between 5 MPH and 15 MPH to achievehigher acceleration. The curve 1602 can have a steeper slope compared tothe curve 1600 that begins around 14.5 mph, which can provide anincrease in the top speed of the vehicle. This increase in top speed canallow the vehicle to increase speed slightly when going down hill. Thecurves 1600 and/or 1602 can be used in the shifter process 2902.

Referring to FIGS. 17-20, a method of determining the relationshipbetween the current draw of the drive motor 404 and a vehicle speed canbe determined analytically. The method includes establishing arelationship between the current draw of the drive motor 404 and thedesired vehicle speed, such as the relationship represented in a datatable 1700 shown in FIG. 17. At low speeds the current draw isrelatively high to facilitate starting the drive motor 404 from a stallcondition. As the vehicle speed increases from a stop, the current drawdecreases from a maximum current to a current in the range of about10-25 A. The speed of the drive motor 404 is proportional to currentdraw, which is shown in FIG. 18. Therefore, the speed of the drive motor404 corresponding to the desired vehicle speed can be calculated basedon the current draw. The results of an example calculation are shown inFIG. 19 in the column labeled “motor speed RPM”.

A calculation for the input speed of the CVT 406 can be made based onthe ratio of the sprocket 412 and the pinion 408, which ratio is about0.17 in one embodiment. The input speed to the CVT 406 from the drivemotor 404 is listed in the column of FIG. 19 labeled “CVT Input Speedmph”. The position of the shift actuator 418 for the optimum ratio ofthe CVT 406 can then be determined by relating the desired speed to theinput speed of the CVT 406 to derive a CVT ratio and applying therelationship illustrated in FIG. 15, which shows the position of theshift actuator 418 versus the ratio of the CVT 406. The result ofperforming such a derivation can be represented by the curve 2000 ofFIG. 20, for example. The curve 2000 can be approximated by theexpression y=−0.0003x⁴−0.0095x³+0.4532x²−0.5388x−0.1846, where y is theposition of the shift actuator 418 and x is the vehicle speed. The curve2000 can be used with the shifter process 2902.

Turning now to FIG. 21, in one embodiment a method for optimizing theoverall efficiency of a drive system, for example the drive system 10,can include a process 2100 for generating an economy mode table that canbe used in the shifter process 2902. The process 2100 can be configuredto be performed at least in part on a computing device or on anymicroprocessor known in the relevant technology. The process 2100 beginsat a state 2101 and proceeds to a state 2102, wherein a desired vehiclespeed is received as an input variable. The process 2100 then proceedsto a state 2103, wherein a desired motor current draw is received as aninput variable. Next, the process 2100 proceeds to a state 2104 todetermine the drive motor speed based at least in part on the motorcurrent draw. At a state 2105, a sprocket ratio of the drive system 10is received as an input variable. The process 2100 proceeds to a state2106 to determine the input speed of a CVT, for example the CVT 14 ofthe drive system 10. The input speed of the CVT 14 can be determined atleast in part by the determined motor speed and the received sprocketratio. Next, the process 2100 proceeds to a state 2107 where the desiredratio of the CVT 14 is determined based at least in part on the receiveddesired vehicle speed and the determined input speed of the CVT 14. Theprocess 2100 then enters a state 2108 to determine the position of ashift actuator, for example the shift actuator 418. The position of theshift actuator 418 can be based at least in part on the determineddesired ratio of the CVT 14. In some embodiments, the relationshipdepicted in FIG. 15 between the position of the shift actuator 418 andthe ratio of the CVT 14 can be used in the state 2108. The process 2100proceeds to a decision state 2109 that evaluates the completeness of theeconomy mode table. If the economy mode table is incomplete, the process2100 is repeated beginning at the state 2102. If the table is complete,the process 2100 ends at a state 2110.

Referring now to FIG. 22, optimization of the overall efficiency of thedrive system 10 can include a process 2200 for generating an economymode table that can be used in the shifter process 2902. The process2200 can be performed experimentally using a vehicle or a test standsuitably configured to apply a load to certain components of the drivesystem 10. The process 2200 begins at a state 2201 and proceeds to astate 2202, wherein a desired range for the current draw of the primemover 12 is set. The process 2200 then proceeds to a state 2203, whereina predetermined vehicle speed is selected. For example, a vehicle speedof 14.5 mph can be selected. Next, the process 2200 enters a state 2204where the CVT 14 and the prime mover 12 are operated under load at thepredetermined vehicle speed selected in the state 2203. The process 2200proceeds to a state 2205 where the current draw of the prime mover 12 ismonitored. At a decision state 2206, the current draw observed in thestate 2205 is compared to the desired range for the current draw set inthe state 2202. If the current draw observed in the state 2205 is notwithin the desired range, the process 2200 proceeds to a state 2207where an adjustment is made to the ratio of the CVT 14. If the currentdraw observed in the state 2205 is within the desired range, the process2200 proceeds to a state 2208 where the ratio of the CVT 14 is recorded.Next, the process 2200 proceeds to the decision state 2209 to evaluatethe completeness of the economy mode table. If the economy mode table isincomplete, the process 2200 is repeated beginning at the state 2203. Ifthe economy mode table is complete, the process 2200 proceeds to an endstate 2210.

Those of skill will recognize that the various illustrative logicalblocks, modules, circuits, and algorithm steps described in connectionwith the embodiments disclosed herein, including with reference to thecontrol system 18, for example, may be implemented as electronichardware, software stored on a computer readable medium and executableby a processor, or combinations of both. To clearly illustrate thisinterchangeability of hardware and software, various illustrativecomponents, blocks, modules, circuits, and steps have been describedabove generally in terms of their functionality. Whether suchfunctionality is implemented as hardware or software depends upon theparticular application and design constraints imposed on the overallsystem. Skilled artisans may implement the described functionality invarying ways for each particular application, but such implementationdecisions should not be interpreted as causing a departure from thescope of the present invention. For example, various illustrativelogical blocks, modules, and circuits described in connection with theembodiments disclosed herein may be implemented or performed with ageneral purpose processor, a digital signal processor (DSP), anapplication specific integrated circuit (ASIC), a field programmablegate array (FPGA) or other programmable logic device, discrete gate ortransistor logic, discrete hardware components, or any combinationthereof designed to perform the functions described herein. A generalpurpose processor may be a microprocessor, but in the alternative, theprocessor may be any conventional processor, controller,microcontroller, or state machine. A processor may also be implementedas a combination of computing devices, e.g., a combination of a DSP anda microprocessor, a plurality of microprocessors, one or moremicroprocessors in conjunction with a DSP core, or any other suchconfiguration. Software associated with such modules may reside in RAMmemory, flash memory, ROM memory, EPROM memory, EEPROM memory,registers, a hard disk, a removable disk, a CD-ROM, or any othersuitable form of storage medium known in the art. An exemplary storagemedium is coupled to the processor such the processor can readinformation from, and write information to, the storage medium. In thealternative, the storage medium may be integral to the processor. Theprocessor and the storage medium may reside in an ASIC. For example, inone embodiment, the controller 20 comprises a processor (not shown).

The foregoing description details certain embodiments of the invention.It will be appreciated, however, that no matter how detailed theforegoing appears in text, the invention can be practiced in many ways.As is also stated above, it should be noted that the use of particularterminology when describing certain features or aspects of the inventionshould not be taken to imply that the terminology is being re-definedherein to be restricted to including any specific characteristics of thefeatures or aspects of the invention with which that terminology isassociated.

What we claim is:
 1. A method of controlling a drive system in a vehiclehaving a drive motor and a continuously variable transmission (CVT), themethod comprising: receiving information associated with the drive motorand the CVT; adjusting the drive motor to operate at a desired setting;and adjusting the CVT to achieve a desired vehicle speed for the drivemotor operating at the desired setting.
 2. The method of claim 1,wherein the desired setting is based on a throttle input.
 3. The methodof claim 1, wherein adjusting the drive motor to operate at the desiredsetting comprises operating the drive motor at an initial power untilthe drive motor is at a base speed.
 4. The method of claim 3, whereinoperating the drive motor at an initial power comprises operating thedrive motor at a peak current.
 5. The method of claim 3, whereinoperating the drive motor at an initial power comprises operating thedrive motor at the initial power for a predetermined length of time. 6.The method of claim 3, wherein operating the drive motor at an initialpower comprises: receiving a user input for a current level to bedelivered to the drive motor; determining if the user input exceeds amaximum current limit of the drive motor; and delivering the currentlevel to the drive motor up to a level that does not exceed the maximumcurrent limit of the drive motor.
 7. The method of claim 6, wherein theuser input is a throttle input.
 8. The method of claim 1, whereinadjusting the CVT to achieve the desired vehicle speed for the drivemotor operating at the desired setting comprises: selecting a desiredrange of current of the drive motor based on an efficiency of the drivemotor; monitoring a current draw; comparing the current draw to thedesired range of current; and adjusting a ratio of the CVT based atleast in part on the comparison.
 9. The method of claim 8, wherein thecurrent draw is a current provided to the drive motor or a current drawnfrom a battery.
 10. The method of claim 1, wherein adjusting the CVTcomprises selecting a speed ratio for the CVT based on a lookup tableselected from a group of lookup tables.
 11. The method of claim 10,wherein the lookup table is selected from a group of lookup tablesincluding a fast acceleration mode, an economy mode, a fixed ratiosimulation mode, and a performance mode.
 12. A control system forcontrolling a drive system in a vehicle having a drive motor and acontinuously variable transmission (CVT), the control system configuredto communicate with a sensor and further configured to: receiveinformation associated with the drive motor and the CVT; adjust thedrive motor to operate at a desired setting; and adjust the CVT toachieve a desired vehicle speed for the drive motor operating at thedesired setting.
 13. The control system of claim 12, wherein the controlsystem is coupled to a throttle, and wherein the desired setting isbased on a throttle input.
 14. The control system of claim 12, whereinthe control system is configured to operate the drive motor at aninitial power until the drive motor is at a base speed.
 15. The controlsystem of claim 14, wherein the control system is configured to operatethe drive motor at a peak current.
 16. The control system of claim 14,wherein the control system is configured to operate the drive motor atthe initial power for a predetermined length of time.
 17. The controlsystem of claim 14, wherein the control system is configured to: receivea user input for a current level to be delivered to the drive motor;determine if the user input exceeds a maximum current limit of the drivemotor; and deliver the current level to the drive motor up to a levelthat does not exceed the maximum current limit of the drive motor. 18.The control system of claim 12, wherein the control system is configuredto adjust the CVT to achieve the desired vehicle speed for the drivemotor operating at the desired setting by: selecting a desired range ofcurrent of the drive motor based on an efficiency of the drive motor;monitoring a current draw; comparing the current draw to the desiredrange of current; and adjusting a ratio of the CVT based at least inpart on the comparison.
 19. The control system of claim 18, wherein thecurrent draw is a current provided to the drive motor or a current drawnfrom a battery.
 20. The control system of claim 12, wherein the controlsystem is configured to adjust the CVT by selecting a speed ratio forthe CVT based on a lookup table selected from a group of lookup tablesincluding a fast acceleration mode, an economy mode, a fixed ratiosimulation mode, and a performance mode.